Battery pack installation structure and vehicle

Abstract

The present invention provides a battery pack mounting structure and a vehicle. The battery pack mounting structure of the present invention includes a front subframe, a rear subframe, and two connecting beams disposed on the left and right sides. The front subframe has a front subframe rear crossbeam, and the rear subframe has a rear subframe longitudinal beam disposed on the left and right sides. The front ends of the connecting beams on both sides are respectively connected to the left and right ends of the front subframe rear crossbeam, and the rear ends of the connecting beams on both sides are respectively connected to the front ends of the rear subframe longitudinal beams on both sides. A front crossbeam is provided between the connection positions of the connecting beams on both sides and the rear subframe longitudinal beams. The front subframe rear crossbeam, the front crossbeam, and the connecting beams on both sides are connected to form an annular frame. A battery pack mounting space for accommodating the battery pack is formed within the annular frame. Battery pack mounting points are provided on the front subframe rear crossbeam, the front crossbeam, and the connecting beams on both sides. The present invention can increase the collision safety of the battery pack and help improve the safety quality of the entire vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a battery pack mounting structure. The invention also relates to a vehicle equipped with the aforementioned battery pack mounting structure. Background Technology

[0002] With the continuous development of new energy vehicle technology, hybrid and pure electric vehicles equipped with battery packs are becoming increasingly popular. Among various new energy vehicle models, taking pure electric vehicles as an example, the battery pack is generally located under the passenger compartment. In order to increase the overall range of the vehicle, while requiring the vehicle weight to be as low as possible, a large amount of space is also needed in the vehicle body to accommodate battery packs with a larger capacity.

[0003] However, in existing technologies, the battery pack located at the bottom of the passenger compartment is generally installed on the door sill beams on the left and right sides of the vehicle body. Furthermore, when the battery pack is large, the distance between the side of the battery pack and the outer edge of the vehicle body is also relatively small. Therefore, when a side collision occurs, the battery pack is easily impacted, which can not only damage the battery pack but, in severe cases, even cause it to catch fire, posing a significant risk to the safety of the occupants and thus hindering the improvement of overall vehicle safety. Summary of the Invention

[0004] In view of this, the present invention aims to provide a battery pack mounting structure to help improve the overall vehicle safety quality.

[0005] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0006] A battery pack mounting structure includes a front subframe located under the front engine compartment at the front of the vehicle, a rear subframe located under the rear floor at the rear of the vehicle, and two connecting beams located on the left and right sides respectively.

[0007] The front subframe has a front subframe rear crossbeam, and the rear subframe has rear subframe longitudinal beams located on the left and right sides. The front ends of the connecting beams on both sides are connected to the left and right ends of the front subframe rear crossbeam, respectively, and the rear ends of the connecting beams on both sides are connected to the front ends of the rear subframe longitudinal beams on both sides. A front crossbeam is provided between the connection points of the connecting beams on both sides and the rear subframe longitudinal beams.

[0008] The front subframe rear crossbeam, the front crossbeam, and the connecting beams on both sides are connected to form an annular frame. The annular frame forms a battery pack installation space to accommodate the battery pack, and battery pack installation points are provided on the front subframe rear crossbeam, the front crossbeam, and the connecting beams on both sides.

[0009] Furthermore, the battery pack mounting points include pre-embedded nuts located in the rear crossbeam of the front subframe, the front crossbeam, and each of the connecting beams; or,

[0010] The battery pack mounting point includes threaded sleeves located in the rear crossbeam of the front subframe, the front crossbeam, and each of the connecting beams. The top of a portion of the threaded sleeves in the connecting beams on both sides extends out of the connecting beam and is arranged correspondingly to the battery pack mounting structure on the sill beam in the vehicle body.

[0011] Furthermore, the front subframe has front subframe longitudinal beams located on the left and right sides. In the left-right direction of the vehicle, the connecting beams on each side are located on the side of the front subframe longitudinal beam and the rear subframe longitudinal beam closer to the outside of the vehicle.

[0012] Furthermore, the front subframe rear crossbeam has a crossbeam body, and both the left and right ends of the crossbeam body are connected to extended sections.

[0013] The extended section extends outwards along the left-right direction of the vehicle, and the longitudinal beams of the front subframe on both sides are connected to the main body of the crossbeam. The front end of the connecting beam on each side is connected to the extended section on the same side.

[0014] Furthermore, each of the connecting beams on each side has an inclined connecting section at its rear end. Each of the connecting beams on each side is connected to the front end of the rear subframe longitudinal beam on the same side through the connecting section. In the longitudinal direction of the whole vehicle, the distance between the connecting sections on both sides gradually decreases from front to back.

[0015] Furthermore, the connection points between the connecting beams on each side and the longitudinal beams of the rear subframe are provided with rear subframe mounting points for connecting the rear subframe to the vehicle body.

[0016] Furthermore, the connecting beams on both sides are integrally formed; and / or,

[0017] The length of the connecting beams on both sides is adjustable along the front-rear direction of the vehicle, and each of the connecting beams on both sides is provided with a fixing structure for fixing the length of the connecting beam after adjustment.

[0018] Furthermore, in the left-right direction of the vehicle, each side of the connecting beam is connected to a side step mounting plate on the side facing outward. The side step mounting plate extends along the front-rear direction of the vehicle and has a side step mounting surface on its top.

[0019] Furthermore, a front shock absorber tower is integrated on the front subframe, and / or a rear shock absorber tower is integrated on the rear subframe.

[0020] Compared with the prior art, the present invention has the following advantages:

[0021] The battery pack mounting structure described in this invention, by setting a front subframe and a rear subframe located at the front and rear of the vehicle, can possess the characteristics of a monocoque vehicle body structure. This leverages the advantage of a lighter monocoque body, facilitating vehicle weight reduction and improving overall vehicle range. Simultaneously, the front and rear subframes are connected as a single unit by connecting beams on both sides. The battery pack mounting space is defined by the rear crossbeam of the front subframe, the front crossbeam of the rear subframe, and the connecting beams on both sides. Furthermore, the connecting beams form a ring-shaped frame structure for the battery pack. In the event of a collision, the battery pack can move along with the ring-shaped frame structure, reducing the impact on the battery pack and increasing its collision safety, thereby contributing to improved overall vehicle safety.

[0022] Furthermore, the battery pack mounting points utilize pre-embedded nuts located in the rear crossbeam, front crossbeam, and connecting beam of the front subframe. This facilitates battery pack installation and ensures reliable installation. The battery pack mounting points also employ threaded sleeves, further facilitating installation and ensuring reliability. The sleeves extend beyond the connecting beam and are positioned to correspond with the battery pack mounting structure on the sill beam. This allows some mounting points to connect the battery pack, connecting beam, and sill beam together, enabling the battery pack and connecting beams on both sides to form a unified structure within the vehicle body. This eliminates the need for separate connecting beams on both sides of the battery pack, reducing overall vehicle installation costs.

[0023] Secondly, the connecting beams on each side are located on the same side of the front subframe longitudinal beam and the rear subframe longitudinal beam closer to the outside of the vehicle. This helps to achieve the Y-direction cross-sectional changes in the front and rear parts of the monocoque body, meeting the matching design requirements between the chassis and the body frame in a monocoque body. The rear crossbeam of the front subframe has an outward extension, which facilitates the connection with the connecting beams on both sides. The front subframe longitudinal beams and crossbeams on the left and right sides of the front subframe are connected to the main body, which helps to achieve the Y-direction cross-sectional changes in the front of the monocoque body, meeting the matching design requirements between the chassis and the body frame in a monocoque body.

[0024] The inclined connecting sections at the rear ends of the connecting beams on both sides facilitate the connection with the rear subframe longitudinal beams. Furthermore, the distance between the connecting sections gradually decreases from front to rear, which also helps to achieve the Y-axis cross-sectional change at the rear of the monocoque body, meeting the matching design requirements between the chassis and body frame in a monocoque body. The connection points between the connecting beams and the rear subframe longitudinal beams are positioned as rear subframe mounting points, which helps to increase the rigidity of the rear subframe mounting location, thereby improving the dynamic rigidity of the assembled rear subframe.

[0025] Furthermore, the integral molding of the connecting beams facilitates their fabrication and ensures their structural strength. The adjustable length of the connecting beams on both sides, along with a fixing structure to maintain their length, allows for variations in wheelbase across different vehicle models. This makes the front and rear subframes common components, facilitating platform-based design and reducing overall vehicle development costs.

[0026] By connecting the side step mounting plate to the outside of the connecting beam, it serves as both a base for side step assembly and a side impact energy absorption structure, achieving a dual-purpose design. This saves on the side step mounting frame and facilitates lightweight vehicle body design. Integrating the front shock absorber tower on the front subframe and the rear shock absorber tower on the rear subframe simplifies or even eliminates structures such as the engine compartment longitudinal beams and side beams in the front engine compartment, as well as the rear floor longitudinal beams in the rear floor. This helps simplify the body structure, reduce body weight, and thus facilitates lightweight and styling design.

[0027] Another object of the present invention is to provide a vehicle having the battery pack mounting structure described above.

[0028] The vehicle described in this invention has the same beneficial effects as the battery pack mounting structure described above, and will not be repeated here. Attached Figure Description

[0029] The accompanying drawings, which constitute part of the present invention, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0030] Figure 1 This is a schematic diagram of a vehicle chassis having the battery pack mounting structure described in the embodiments of the present invention;

[0031] Figure 2 This is a schematic diagram of the vehicle chassis being assembled in the vehicle body according to an embodiment of the present invention;

[0032] Figure 3 This is a schematic diagram of the battery pack structure according to an embodiment of the present invention;

[0033] Figure 4 This is a connection diagram of the first connector according to an embodiment of the present invention;

[0034] Figure 5 This is a connection diagram of the second connector according to an embodiment of the present invention;

[0035] Figure 6 This is a schematic diagram of the battery pack mounting structure according to an embodiment of the present invention;

[0036] Figure 7This is a schematic diagram of the front subframe structure according to an embodiment of the present invention;

[0037] Figure 8 This is a schematic diagram of the rear subframe structure according to an embodiment of the present invention;

[0038] Figure 9 This is a schematic cross-sectional view of the connecting beam described in an embodiment of the present invention;

[0039] Figure 10 This is a schematic diagram of the structure of the rear crossbeam according to an embodiment of the present invention;

[0040] Figure 11 This is a schematic diagram of the structure of the rear subframe anti-collision beam and the rear subframe energy-absorbing box according to an embodiment of the present invention;

[0041] Figure 12 This is a schematic diagram illustrating the installation of the side step mounting plate according to an embodiment of the present invention;

[0042] Figure 13 for Figure 12 A schematic diagram of the middle section structure;

[0043] Figure 14 This is a schematic diagram of the structure of the side step mounting plate and connecting beam made of extruded aluminum according to an embodiment of the present invention;

[0044] Figure 15 This is a schematic diagram of the structure of the side step mounting plate and connecting beam using a steel roll forming structure, as described in an embodiment of the present invention.

[0045] Figure 16 This is a schematic diagram of the connecting beam length adjustment structure according to an embodiment of the present invention;

[0046] Figure 17 This is a schematic diagram of the battery pack mounting structure when the front and rear subframes are equipped with shock absorber towers, as described in an embodiment of the present invention.

[0047] Figure 18 This is a schematic diagram of the front subframe with a front shock absorber tower as described in an embodiment of the present invention;

[0048] Figure 19 This is a schematic diagram of the rear subframe with a rear shock absorber tower as described in an embodiment of the present invention;

[0049] Explanation of reference numerals in the attached figures:

[0050] 1. Connecting beam; 2. Battery pack; 3. Sill beam; 4. Front subframe; 5. Rear subframe; 6. Side step mounting plate; 7. Front shock absorber tower; 8. Rear shock absorber tower;

[0051] 1a. Connecting section; 1b. Transverse reinforcing rib; 1c. Longitudinal beam segment; 1d. Fixing structure; 201. Connecting bracket; 202. Front mounting bracket; 203. Rear mounting bracket; 401. Front subframe longitudinal beam; 401a. Lower longitudinal beam; 401b. Upper longitudinal beam; 401c. Support arm; 402. Front subframe front crossbeam; 403. Front subframe middle crossbeam; 404. Front subframe rear crossbeam; 404a. Crossbeam body; 404b. Extended section; 405. Front Subframe anti-collision beam; 406, front subframe energy-absorbing box; 501, rear subframe longitudinal beam; 501a, inner longitudinal beam; 501b, outer longitudinal beam; 502, rear subframe front crossbeam; 503, front subframe rear crossbeam; 504, front crossbeam; 5041, straight section; 5042, bent section; 505, rear subframe anti-collision beam; 506, rear subframe energy-absorbing box; 5a, rear subframe mounting point; 6a, side step mounting surface; 6b, collapse guide rib; 6c, vertical reinforcing rib;

[0052] 100. First threaded sleeve; 200. First connector; 300. Second threaded sleeve; 400. Second connector;

[0053] A. Length adjustment position; B. Longitudinal beam connection position; Q. Battery pack installation space; m. Second connector connection position; n. First connector connection position. Detailed Implementation

[0054] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other.

[0055] In the description of this invention, it should be noted that the use of terms such as "upper," "lower," "inner," and "outer," indicating orientation or positional relationship, is based on the orientation or positional relationship shown in the accompanying drawings and is only for the convenience of describing the invention and simplifying the description. It does not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the use of terms such as "first" and "second" is also for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0056] Furthermore, in the description of this invention, unless otherwise explicitly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention in light of the specific circumstances.

[0057] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0058] Example 1

[0059] This embodiment relates to a battery pack mounting structure, which is applied to new energy vehicle models with battery packs, and is preferably a pure electric vehicle model. The battery pack mounting structure can increase the collision safety of the battery pack 2 and help improve the overall vehicle safety quality.

[0060] In terms of overall structure, combined Figure 1 and Figure 2 As shown, the battery pack mounting structure of this embodiment includes a front subframe 4 located under the front engine compartment at the front of the vehicle, a rear subframe 5 located under the rear floor at the rear of the vehicle, and two connecting beams 1 located on the left and right sides respectively.

[0061] The front subframe 4 has a front subframe rear crossbeam 4, and the rear subframe 5 has rear subframe longitudinal beams 501 located on the left and right sides. The front ends of the side connecting beams 1 are connected to the left and right ends of the front subframe rear crossbeam 4, respectively, and the rear ends of the side connecting beams 1 are connected to the front ends of the side rear subframe longitudinal beams 501, respectively. A front crossbeam 504 is provided between the connection points of the side connecting beams 1 and the rear subframe longitudinal beams 501.

[0062] The aforementioned front subframe rear crossbeam 4, front crossbeam 504, and side connecting beams 1 are connected to form a ring frame, and a battery pack 2 installation space is formed within this ring frame to accommodate the battery pack 2. Battery pack mounting points are also provided on the aforementioned front subframe rear crossbeam 4, front crossbeam 504, and side connecting beams 1. In this embodiment, the front subframe 4, rear subframe 5, and the connecting beams 1 located on both sides connecting the front and rear subframes together constitute the chassis structure of the vehicle.

[0063] At this time, with the above structure, by setting the front subframe 4 and the rear subframe 5 located at the front and rear of the vehicle, the chassis structure with the battery pack mounting structure of this embodiment can have the characteristics of a load-bearing body structure. In this way, the advantage of the smaller weight of the load-bearing body can be utilized to achieve the lightweighting of the body and improve the overall vehicle range.

[0064] Meanwhile, the front and rear subframes are connected as a whole by the connecting beams 1 on both sides. The battery pack installation space Q is defined by the front subframe rear crossbeam 404 in the front subframe 4, the front crossbeam 504 in the rear subframe 5, and the connecting beams 1 on both sides. The connecting beams 1 can also form a ring frame structure for the battery pack. In the event of a collision, the battery pack 2 can move with the ring frame structure, which can reduce the impact of the collision on the battery pack and thus increase the collision safety of the battery pack 2.

[0065] Based on the above overview, it should be noted that existing traditional vehicle body structures mainly include monocoque and non-monocoque bodies. The main differences between the two lie in their structure, weight, and ride comfort.

[0066] A body-on-frame chassis typically consists of two parts: the frame beam and the body. The frame mounts components such as the engine, transmission, and suspension, while the body only provides a closed environment for passengers and does not bear loads. Body-on-frame chassis are also heavier, have a higher center of gravity, and offer relatively poor handling and lower ride comfort on paved roads. However, the frame beam provides excellent rigidity and chassis strength, resulting in good shock absorption, stability, and safety. Furthermore, they are easier to modify.

[0067] Unibody construction lacks a rigid frame; all vehicle components are directly mounted to the body. The entire body acts as a load-bearing structure, absorbing various loads. Unibody construction is also lighter, has a low center of gravity, offers better handling, is easier to assemble, and provides better comfort on paved roads. However, unibody construction has weaker torsional rigidity and load-bearing capacity. Furthermore, due to the lack of a rigid frame, reinforcement is typically limited to the front, sides, rear, and floor, resulting in relatively lower overall safety.

[0068] At this point, for new energy vehicles, especially pure electric vehicles, in order to fully utilize the advantages of the monocoque body and improve the shortcomings of the monocoque body, this embodiment creatively makes the chassis structure developed based on the monocoque body constitute the battery pack mounting structure, so as to improve the shortcomings of the monocoque body structure while also having the advantages of the non-monocoque body structure, thereby improving the overall quality of the vehicle.

[0069] In this embodiment, as a preferred implementation, the battery pack mounting points may include, for example, pre-embedded nuts disposed in the rear crossbeam 4 of the front subframe, the front crossbeam 504, and each connecting beam 1. These pre-embedded nuts can be fixed to the rear crossbeam 4 of the front subframe, the front crossbeam 504, and each connecting beam 1 by welding. Furthermore, the pre-embedded nuts in each beam structure can be arranged in multiple spaced-apart configurations to ensure the stability of the battery pack 2 installation.

[0070] However, besides using built-in pre-embedded nuts, as another feasible implementation, the battery pack mounting points in this embodiment may include threaded sleeves provided in the rear crossbeam 4 of the front subframe, the front crossbeam 504, and each connecting beam 1. In this case, the threaded sleeves can also be fixed to the rear crossbeam 4 of the front subframe, the front crossbeam 504, and each connecting beam 1 by welding. As a preferred implementation, for the threaded sleeves at each connecting beam 1, the top of part of the threaded sleeve in the connecting beams on both sides can also extend out of the connecting beam 1 and be arranged correspondingly to the battery pack mounting structure on the sill beam 3 in the vehicle body.

[0071] At this point, it is understandable that using pre-embedded nuts in the rear crossbeam 404, front crossbeam 504, and connecting beam 1 of the battery pack mounting points facilitates the installation of battery pack 2 and ensures the reliability of its installation. Similarly, using threaded sleeves for the battery pack mounting points also facilitates the installation of battery pack 2 and ensures its reliability.

[0072] By having part of the threaded sleeve extend out of the connecting beam 1 and be arranged in accordance with the battery pack mounting structure on the sill beam 3, it is possible to connect the battery pack 2, the connecting beam 1, and the sill beam 3 together at some battery pack mounting points. This enables the entire assembly of the connecting beams 1 on both sides and the battery pack 2 to be installed in the vehicle body. As a result, it is not necessary to set up a separate connection structure between the connecting beam 1 and the vehicle body on both sides of the battery pack 2, which helps to reduce the overall vehicle installation structure cost.

[0073] In specific implementation, combined with Figures 3 to 5 As shown, connecting brackets 201 can be provided on the left and right sides of the battery pack 2 respectively. The connecting brackets 201 are preferably made of extruded aluminum profiles and integrally formed with the side frame of the battery pack 2.

[0074] Based on the connecting brackets 201 located on both sides of the battery pack 2, each connecting bracket 201 can be connected to the lower part of the connecting beam 1 on the same side via a connector to achieve the assembly of the battery pack 2. In this embodiment, the aforementioned connector can be, for example, made by... Figure 4 The first connector 200 and Figure 5 The second connector 400 is formed in the connecting beam 1, and the threaded sleeve provided in the connecting beam 1 corresponding to the first connector 200 can be called the first threaded sleeve 100, and the threaded sleeve provided in the connecting beam 1 corresponding to the second connector 400 can be called the second threaded sleeve 300.

[0075] Therefore, the top of the second threaded sleeve 300 extends out of the connecting beam 1 and is arranged correspondingly to the battery pack mounting structure in the sill beam 3. Moreover, the first connector 200 can connect the battery pack 2 and the connecting beam 1 together, and the second connector 400, by connecting to the battery pack mounting structure in the sill beam 3, can connect the battery pack 2, the connecting beam 1, and the sill beam 3 together.

[0076] In this embodiment, it should be noted that, as a preferred implementation, the second connecting member 400 connecting the battery pack 2, the connecting beam 1, and the sill beam 3 is generally distributed at the four front and rear corners near the battery pack 2, that is, the second connecting member 400 on each side is arranged in... Figure 1 The location indicated by the label m shown. For the first connector 200 that connects only the battery pack 2 and the connecting beam 1, it can be configured as a plurality of spaced-apart components, and for example, can be arranged separately in... Figure 1 The position indicated by the number n.

[0077] In addition, in specific implementation, the above-mentioned second threaded sleeve 300 or first threaded tube 100 can both adopt the existing tube structure with connecting threads formed on the inner wall, and the above-mentioned first connector 200 and second connector 400 can be bolts of appropriate length, while the battery pack mounting structure in the sill beam 3 can adopt projection welded nuts or similar structures to achieve screw connection with the second connector 400.

[0078] In this embodiment, to facilitate the connection between the front end of the battery pack 2 and the rear crossbeam 404 of the front subframe, and to facilitate the connection between the rear end of the battery pack 2 and the front crossbeam 504 of the front end of the rear subframe 5, the connection is still as follows: Figure 3 As shown, a front mounting bracket 202 and a rear mounting bracket 203 can be respectively installed at the front and rear ends of the battery pack 2, thereby enabling the front end of the battery pack 2 to be bolted to the pre-embedded nut or threaded sleeve in the rear crossbeam 404 of the front subframe, and enabling the rear end of the battery pack 2 to be bolted to the pre-embedded nut or threaded sleeve in the front crossbeam 504.

[0079] Continue as Figures 6 to 8 As shown in the figure, in this embodiment, the front subframe 4 has front subframe longitudinal beams 401 disposed on the left and right sides, and the rear subframe 5 has rear subframe longitudinal beams 501 disposed on the left and right sides. In a preferred embodiment, in the left-right direction of the whole vehicle, the connecting beams 1 on each side are also located on the side of the front subframe longitudinal beam 401 and the rear subframe longitudinal beam 501 closer to the outside of the vehicle.

[0080] At this point, the connecting beams 1 on each side are as follows: Figure 6As shown, the front subframe longitudinal beam 401 and the rear subframe longitudinal beam 501 located on the same side near the outside of the vehicle, in this embodiment, help to achieve the Y-direction cross-sectional change of the front and rear parts of the monocoque body, and can meet the matching design requirements between the chassis and the body frame in the monocoque body.

[0081] In practical implementation, the front subframe 4 of this embodiment can be derived from the front subframe structure in existing monocoque chassis, and generally speaking, it is still as follows: Figure 7 As shown, the front subframe 4 has front subframe longitudinal beams 401 on the left and right sides respectively. The front subframe front crossbeam 402 and the front subframe middle crossbeam 403 are connected between the front subframe longitudinal beams 401 on both sides, and the rear ends of the front subframe longitudinal beams 401 on both sides are connected to the front subframe rear crossbeam 404.

[0082] In this embodiment, continue as follows Figure 7 As shown, a front subframe anti-collision beam 405 is also provided at the front end of the front subframe 4, which is connected to the longitudinal beams 401 of the front subframe on both sides. The front subframe anti-collision beam 405 is specifically connected to the front end of the longitudinal beams 401 of the front subframe on both sides through the front subframe energy absorption box 406.

[0083] Furthermore, as a preferred embodiment, in the front subframe 4 of this embodiment, the rear crossbeam 404 of the front subframe also has a crossbeam body 404a located in the middle, and an extension section 404b connected to the left and right ends of the crossbeam body 404a respectively.

[0084] The rear end of the longitudinal beam 401 of each front subframe is connected to the main body of the crossbeam 404a, and the extension section 404b of each end extends outward along the left and right direction of the whole vehicle. The front end of each connecting beam 1 is also specifically connected to the extension section 404b of the same side.

[0085] It is understandable that the extension section 404a in the rear crossbeam 404 of the front subframe facilitates the connection with the connecting beams 1 on both sides. Meanwhile, see also... Figure 6 Furthermore, by connecting the longitudinal beams 401 of the front subframe on the left and right sides of the front subframe 4 with the main body 404a of the crossbeam in the rear crossbeam 404 of the front subframe, it also helps to realize the change of the Y-direction (left-right direction of the whole vehicle) section of the front of the load-bearing body. That is, the connecting beams 1 on each side and the longitudinal beams 401 of the front subframe are not on the same straight line, but are bent at the connection point between the two, thereby making the Y-direction section size of the body at the front subframe 4 smaller.

[0086] The aforementioned change in the Y-direction section of the front of the vehicle body is fundamentally different from the fact that the Y-direction section of the frame beam in a non-load-bearing vehicle body is basically the same front and back. Moreover, this embodiment satisfies the matching design requirements between the chassis and the body frame in a load-bearing vehicle body by changing the size of the aforementioned Y-direction section of the front of the vehicle body.

[0087] In this embodiment, it is still combined with Figure 6 and Figure 8 As shown, in a preferred embodiment, each side connecting beam 1 has an inclined connecting section 1a at its rear end. Each side connecting section 1a is connected to the front end of the rear subframe longitudinal beam 501 on the same side through the connecting section 1a. Furthermore, the distance between the two connecting sections 1a gradually decreases from front to back in the front-rear direction of the vehicle.

[0088] At this point, by setting an inclined connecting section 1a at the rear end of each side connecting beam 1, it is also possible to facilitate the connection between the connecting beam 1 and the rear subframe longitudinal beam 501. Furthermore, the distance between the two connecting sections 1a is set to gradually decrease from front to back. Similar to the design of the aforementioned extended section 404b, it is also possible to realize the Y-direction section change of the rear of the load-bearing body, so as not only to meet the matching design requirements between the chassis and the body frame in the load-bearing body, but also to become one of the main differences from the non-load-bearing body.

[0089] In this embodiment, it is worth noting that, in specific implementation, the connecting beams 1 on both sides can be, for example, an integrally formed beam structure, specifically an integral closed structure, and its cross-section can be as follows: Figure 9 As shown in the diagram. Furthermore, at this time, the connecting beam 1 can also be integrally formed with the front subframe rear crossbeam 404 and the rear subframe longitudinal beam 501 in the front and rear subframes. It can be understood that by utilizing the closed section, the high strength of the cavity structure can ensure the structural strength of the connecting beam 1 itself. Furthermore, by integrally forming the connecting beam 1 with the front and rear subframes, the front subframe 4, connecting beam 1, and rear subframe 5, after being connected as a single unit, can have better structural strength and rigidity.

[0090] Of course, besides being a one-piece structure, the connecting beam 1 in this embodiment can also adopt other structures, such as a welded steel profile structure, an extruded aluminum alloy profile structure, etc. Furthermore, in addition to being integrally connected to the front subframe rear crossbeam 404 and the rear subframe longitudinal beam 501, in specific implementations, the connecting beam 1 can also be detachable. In this case, the aforementioned detachable method can generally adopt a bolted structure, and combined with... Figure 13 As shown, the connection point can be located at point B near one of the four corners, and the connection direction can be X (front and rear of the vehicle) or Y. The connection method can be plug-in or flat docking.

[0091] Of course, to ensure the reliability of force transmission in connecting beam 1, the preferred connection direction is the X-direction. Furthermore, to ensure ease of operation, a flat plate butt joint connection is preferred. Thus, in Figure 13 The positions indicated by each label B can be connected by bolted structures along the X direction using a flat plate butt joint method to set up the connecting beams 1 on each side.

[0092] In this embodiment, see continue to refer to Figure 6 as well as Figure 8 As shown, in specific implementation, the rear subframe 5 can also refer to the rear subframe structure in the existing monocoque body. Structurally, similar to the existing rear subframe structure, the rear subframe front crossbeam 502 and the rear subframe rear crossbeam 503 are connected between the rear subframe longitudinal beams 501 on both sides.

[0093] At this point, through the aforementioned front crossbeam 504, it is clear that it cooperates with the front crossbeam 502 and the rear crossbeam 503 of the rear subframe, and combined with the longitudinal beams 501 of the rear subframe on both sides, to form multiple ring structures in the rear subframe 5, thereby helping to increase the overall strength of the rear subframe 5. Furthermore, it can be understood that by setting the front crossbeam 504, this embodiment increases the structural strength and rigidity of the front of the rear subframe 5, and provides mounting points for the rear of the battery pack. Simultaneously, by forming the battery pack mounting space Q between the front crossbeam 504, the rear crossbeam 404 of the front subframe, and the connecting beams 1 on both sides, it also helps to make the formed ring frame structure a rigid, encircling structure adapted to the shape of the battery pack, thereby better improving the collision safety of the battery pack.

[0094] In specific implementations, the front crossbeam 504 of this embodiment can, for example, adopt an integrally molded closed structure to achieve higher structural strength. Furthermore, to further increase the strength of the front crossbeam 504, and for ease of rear-end battery pack installation, combined with... Figure 10 As shown, the front crossbeam 504 in this embodiment can be designed to be arched downwards along the vertical direction of the vehicle, and has a straight section 5041 in the middle and bent sections 5042 on the left and right sides. The bent sections 5042 on both sides are inclined upwards and are connected to the rear subframe longitudinal beam 501 on the same side.

[0095] Still by Figure 6 and Figure 8 As shown, in a preferred embodiment, unlike existing rear subframe structures, this embodiment provides a rear subframe anti-collision beam 505 at the rear end of the rear subframe 5, connected to the longitudinal beams 501 of the two rear subframes. Thus, it can be understood that by providing the rear subframe anti-collision beam 505 at the rear end of the rear subframe 5, on the one hand, it improves the rear impact force transmission performance of the rear subframe 5, allowing the collision force to be better dispersed to the longitudinal beams 501 of the two rear subframes via the rear subframe anti-collision beam 505, so as to transmit it forward along the longitudinal beams 501, avoiding single-position force, difficulty in dispersing the collision force, and excessive deformation. On the other hand, by providing the aforementioned rear subframe anti-collision beam 505, it also serves as a pedestrian anti-intrusion beam at the rear of the vehicle, thereby improving safety during reversing.

[0096] It should be noted that, in specific implementation, it should be combined with Figure 11 As shown, the aforementioned rear subframe anti-collision beam 505 can structurally borrow from the front subframe anti-collision beam 405 in the front subframe 4, and it can be made of sheet metal stamping structure or aluminum alloy extruded profile. Furthermore, based on the aforementioned rear subframe anti-collision beam 505, preferably, the rear ends of the longitudinal beams 501 on both sides of the rear subframe can also be connected to the rear subframe energy-absorbing boxes 506, so that the rear subframe anti-collision beam 505 is specifically connected to the energy-absorbing boxes 506 on both sides of the rear subframe.

[0097] At this point, the aforementioned rear subframe energy-absorbing box 506, like the front subframe energy-absorbing box 406 in the front subframe 4, can adopt the conventional energy-absorbing box structure used in existing vehicle bodies. Furthermore, it is understandable that by connecting the rear subframe rear bumper beam 505 to the rear subframe longitudinal beam 501 via the rear subframe energy-absorbing box 506, it can absorb energy through crumple zones, thereby further improving the vehicle's rear-end collision safety.

[0098] Furthermore, the aforementioned rear subframe anti-collision beam 505 not only works in conjunction with the front subframe anti-collision beam 405 to improve the frontal and rear collision safety performance of the chassis structure in this embodiment, but also, when the chassis structure of this embodiment is assembled into the vehicle, the aforementioned front subframe anti-collision beam 405 and rear subframe anti-collision beam 505, together with the front and rear anti-collision beams in the upper body frame, form an upper and lower double anti-collision beam collision force transmission design, thereby providing a super strong double protection effect.

[0099] In this embodiment, as a preferred implementation, please refer to... Figure 8 At the connection points between the side connecting beams 1 and the rear subframe longitudinal beams 501, that is, at the connection points between the side connecting sections 1a and the rear subframe longitudinal beams 501, a rear subframe mounting point 5a for connecting the rear subframe 5 to the vehicle body can be provided.

[0100] The rear subframe mounting point 5a can generally be a connecting hole, and a bushing can be inserted into the connecting hole to connect the rear subframe 5 to the vehicle body via bolts. It is also understood that by setting the rear subframe mounting point 5a at the connection position between the connecting beam 1 and the rear subframe longitudinal beam 501, the rigidity of the mounting position of the rear subframe 5 can be increased, thereby improving the dynamic rigidity of the assembled rear subframe 5.

[0101] like Figure 12 and Figure 13As shown in the illustration, in this preferred embodiment, the side connecting beam 1 facing outwards in the left-right direction of the vehicle can be further connected to a side step mounting plate 6. The side step mounting plate 6 extends along the front-rear direction of the vehicle, and a side step mounting surface 6a is provided on the top of each side step mounting plate 6.

[0102] At this point, by installing a side step panel and side step trim on the side step mounting surface 6a, a side step that assists the driver and passengers in getting in and out of the vehicle can be formed. Furthermore, by connecting the aforementioned side step mounting plate 6 to the outside of the connecting beam 1, it can be understood that it serves as both a base for side step assembly and a side impact energy-absorbing structure, thus achieving a dual-purpose design, saving on the side step mounting frame, and also contributing to the lightweight design of the vehicle body.

[0103] In practice, it should be noted that the side tread mounting plates 6 on each side can be detachably connected to the connecting beam 1 on the same side via connecting components. This allows the side tread mounting plates 6 to be detachably connected to the connecting beam 1 on the same side via connecting components, which facilitates the assembly of the side tread mounting plates 6 and also makes it easier to maintain and replace them later.

[0104] Of course, in addition to the above-mentioned detachable configuration, in specific implementations, this embodiment can also make the side step mounting plates 6 on each side integrally formed with the connecting beam 1 on the same side. In this way, the side step mounting plates 6 and the connecting beam 1 are integrally formed, which can reduce the manufacturing cost of the connecting beam 1 and the side step mounting plates 6, and can also better ensure the structural strength of the connecting beam 1 and the side step mounting plates 6, so as to improve the overall rigidity of the chassis structure.

[0105] The detachable side step mounting plate 6 can be made of steel or aluminum alloy profiles, and the connecting components can typically be bolted to secure the side step mounting plate 6 to the connecting beam 1. Alternatively, the side step mounting plate 6 and the connecting beam 1 can be integrally formed, for example, both can be made of steel or aluminum alloy profiles, or they can be made of rolled steel.

[0106] like Figure 14 As shown, this is an exemplary structure when both the side step mounting plate 6 and the connecting beam 1 are made of aluminum alloy profiles. In this structure, to increase the structural strength of the connecting beam 1 and the side step mounting plate 6, transverse reinforcing ribs 1b and vertical reinforcing ribs 6c can be provided in both. Simultaneously, to improve the collision energy absorption effect of the side step mounting plate 6 during a side collision, a collapsible guide rib 6b extending in a bent shape can also be provided at the bottom of the side step mounting plate 6.

[0107] At this time, vertical reinforcing ribs 6c and crash guide ribs 6b are used for the reinforcing ribs at the side step mounting plate 6. While appropriately increasing the structural strength at the position of the side step mounting plate 6, it also endows the side step mounting plate 6 with good crash energy absorption capacity, enabling one side of the side step mounting plate 6 to become a crash energy absorption area, which helps improve the side impact energy absorption effect. Different from one side of the side step mounting plate 6, on one side of the connecting beam 1, through the arrangement of the transverse reinforcing rib 1b, by utilizing the transverse support function of the transverse reinforcing rib 1b, the connecting beam 1 can have strong support stiffness when the vehicle undergoes a side impact. Furthermore, it enables one side of the connecting beam 1 to become a rigid frame area, so as to better protect the battery pack located in the battery pack installation space Q.

[0108] In this embodiment, in addition to as Figure 14 shown, the integrally formed connecting beam 1 and side step mounting plate 6 have different cross-sectional structures. Of course, in specific implementation, the wall thickness on one side of the connecting beam 1 can also be made greater than that on one side of the side step mounting plate 6. In this way, it can further increase the strength on one side of the connecting beam 1, so as to make full use of the crash energy absorption of one side of the side step mounting plate 6 to protect the battery pack inside the connecting beam 1.

[0109] Such as Figure 15 shown is an exemplary cross-sectional form when the above-mentioned side step mounting plate 6 and connecting beam 1 adopt a steel roll-forming structure. It should be noted that when adopting the roll-forming structure, the integrally formed side step mounting plate 6 and connecting beam 1 generally adopt Figure 15 the "day" - shaped cross-section shown, and can be connected by combining laser welding and spot welding. However, in addition to adopting the "day" - shaped cross-section, of course, it is also possible to make the roll-formed side step mounting plate 6 and connecting beam 1 adopt other cross-sectional forms.

[0110] In this embodiment, based on the arrangement of the two connecting beams 1 on both sides, in addition to making the two connecting beams 1 on both sides be of an integral structure, as a preferred implementation form, it can also be set such that the lengths of the two connecting beams 1 along the front and rear directions of the whole vehicle are adjustable, and fixing structures 1d are respectively arranged on the two connecting beams 1 on both sides to fix the adjusted lengths of the connecting beams 1 through the fixing structures 1d. At this time, by making the lengths of the two connecting beams 1 adjustable and setting the fixing structures for fixing the lengths of the connecting beams 1, it can facilitate meeting the wheelbase changes between different vehicle models, and make the front and rear subframes become common components, thus contributing to the realization of platform design to reduce the overall vehicle R & D cost.

[0111] During specific implementation, the length adjustment positions of the two connecting beams 1 on both sides can be as indicated by the label A in Figure 12 , and, such as Figure 16As shown, in order to make the length of the connecting beam 1 adjustable, for example, the two longitudinal beam segments 1c that are broken at position A can be connected by a plug-in method. At the same time, the above-mentioned fixing structure 1d can be fixed by a threaded sleeve and bolt.

[0112] The threaded sleeve can be fixed within one of the longitudinal beam segments 1c, and connection through holes are provided on both longitudinal beam segments 1c, with multiple connection through holes spaced apart on the outer longitudinal beam segment 1c. When adjusting the length of the connecting beam 1, after the insertion length of the two longitudinal beam segments 1c is adjusted, the bolt is screwed into the threaded sleeve through the connection process, thus achieving the adjustment and fixation of the length of the connecting beam 1.

[0113] Furthermore, it should be noted that when the length of the connecting beams 1 on both sides is adjustable, the side step mounting plates 6 installed on the side of each connecting beam 1 facing outwards should be detachably connected to the connecting beam 1. In practice, side step mounting plates 6 of appropriate length can be manufactured according to the adjusted length of the connecting beam 1, and then connected to the outside of the connecting beam 1 after the length of the connecting beam 1 is fixed.

[0114] The battery pack mounting structure of this embodiment adopts the above structure. The front and rear subframes are connected into one unit by the setting of the connecting beams 1 on both sides. The battery pack mounting space Q is defined by the rear crossbeam 404 of the front subframe 4, the front crossbeam 504 of the rear subframe 5, and the connecting beams 1 on both sides. Battery pack mounting points are set on the rear crossbeam 404, the front crossbeam 504, and the connecting beams 1 on both sides. With the connection of the connecting beams 1, a ring frame structure of the battery pack can be formed. In the event of a collision, the battery pack 2 can move together with the ring frame structure, thereby reducing the impact of the collision on the battery pack and increasing the collision safety of the battery pack 2.

[0115] Furthermore, based on the traditional monocoque body, this embodiment connects the front and rear subframes through connecting beams 1 on both sides. By adopting a monocoque body structure with front and rear subframes, the lighter weight of the monocoque body can be utilized to achieve lightweighting of the body and improve the overall vehicle range.

[0116] Meanwhile, the front and rear subframes are connected by the connecting beams 1 on both sides, and the battery pack installation space Q is defined by the rear crossbeam 404 of the front subframe, the rear subframe 5, and the connecting beams 1 on both sides. The chassis structure of this embodiment can also form a ring-shaped frame structure for the battery pack through the connection of the connecting beams 1. In the event of a collision, the battery pack can move along with the ring-shaped frame structure, reducing the impact on the battery pack and increasing its collision safety, thereby improving the overall vehicle safety.

[0117] Furthermore, in this embodiment, the chassis structure is an innovative subframe design, significantly different from conventional non-load-bearing frame beam structures, because the front and rear ends of the chassis still consist of front and rear subframes. The subframe structure has a smaller Y-axis cross-section than the frame in a non-load-bearing body, and the longitudinal beams at the subframe locations utilize a curved longitudinal beam structure. Specifically, in this embodiment, the front and rear subframes are still separate units; they are simply the addition of connecting beams 1 on top of the front and rear subframes in a load-bearing body, rather than the integrated beam structure found in a non-load-bearing body.

[0118] Of course, precisely because of the integrated front and rear subframe structure connected by connecting beam 1, this embodiment, as mentioned above, not only utilizes the characteristics of a monocoque body structure to reduce vehicle weight and increase overall vehicle range, but also forms a ring-shaped protective frame for the battery pack, thereby improving the battery pack's collision safety. Therefore, the chassis structure of this embodiment not only improves upon the shortcomings of a monocoque body structure but also possesses the advantages of a body-on-frame structure, significantly enhancing the overall quality of the vehicle and demonstrating excellent practicality.

[0119] Example 2

[0120] This embodiment relates to a battery pack mounting structure, which is largely the same as the corresponding structure described in Embodiment 1, with the main difference being that... Figure 17 As shown in the figure, the front subframe 4 of this embodiment integrates the front shock absorber tower 7, and the rear subframe 5 also integrates the rear shock absorber tower 8.

[0121] At this point, by integrating the front shock absorber tower 7 on the front subframe 4 and the rear shock absorber tower 8 on the rear subframe 5, the engine compartment longitudinal beam and engine compartment side beam in the front engine compartment and the rear floor longitudinal beam in the rear floor can be simplified or even eliminated. This helps to simplify the body structure, reduce the body weight, and thus facilitate the lightweight design and styling design of the body.

[0122] In specific implementation, continue to combine Figure 18 and Figure 19 As shown, for the front subframe 4 in this embodiment, the longitudinal beams 401 on both the left and right sides of the front subframe can be configured as upper longitudinal beams 401a and lower longitudinal beams 401b arranged vertically. The front ends of the upper longitudinal beams 401a and lower longitudinal beams 401b on each side are connected to the front crossbeam 402 of the front subframe, and the rear ends of the upper longitudinal beams 401a and lower longitudinal beams 401b on each side are connected to the rear crossbeam 404 of the front subframe. The middle part of the upper longitudinal beams 401b on both sides is arched upwards, and the front shock absorber towers 7 on each side are also specifically located at the top of the arched position of the upper longitudinal beam 401b on the same side.

[0123] For the rear subframe 5, both sides of the front subframe longitudinal beams 501 have inner longitudinal beams 501a and outer longitudinal beams 501b located on the side of the inner longitudinal beams 501a facing outwards along the left-right direction of the vehicle. Both outer longitudinal beams 501b extend along the front-rear direction of the vehicle, and each outer longitudinal beam 501b is connected between the front and rear ends of the inner longitudinal beam 501a on the same side. At the same time, the rear end of each connecting beam 1 is connected to the front end of the inner longitudinal beam 501a on the same side, and each rear shock absorber tower 8 is located on the outer longitudinal beam 501b on the same side.

[0124] In this embodiment, the middle of each outer longitudinal beam 501b is also arched upwards, and each rear and front damping tower 8 is specifically located at the top of the arched position of the outer longitudinal beam 501b on the same side. Furthermore, damper mounting structures are provided on the front damping tower 7 and the rear damping tower 8, and these damper mounting structures can be suitable structures formed on the front and rear damping towers. In specific implementation, the front and rear damping towers of this embodiment can also be made of steel or cast aluminum to facilitate forming while ensuring their structural strength.

[0125] In addition, it should be noted that, in addition to integrating the front shock absorber tower 7 on the front subframe 4 and the rear shock absorber tower 8 on the rear subframe 5, depending on the specific design requirements, it is also possible to integrate the front shock absorber tower 7 only on the front subframe 4 or the rear shock absorber tower 8 only on the rear subframe 5.

[0126] Example 3

[0127] This embodiment relates to a vehicle, specifically a new energy vehicle equipped with a battery pack, and more specifically, the vehicle is preferably a pure electric vehicle, and the vehicle is equipped with the battery pack mounting structure of Embodiment 1.

[0128] It should be noted that, based on the battery pack installation structure in Embodiment 1, the vehicle in this embodiment, during final assembly, is assembled in the same manner as existing monocoque chassis, with the bottom subframe mounted on top of the body. The upper body frame is the main load-bearing component of the vehicle, and chassis components are also assembled into the body via the front and rear subframes. Furthermore, in the event of a collision, the upper body frame, along with the front and rear subframes and connecting beam 1 in the chassis, participate in absorbing and transmitting the collision force, unlike in a non-monocoque chassis where the frame beam alone transmits force and absorbs energy.

[0129] The vehicle in this embodiment uses the battery pack mounting structure described in Embodiment 1. By connecting the front and rear subframes via connecting beams 1 on both sides on the basis of a traditional load-bearing body, it not only helps to achieve vehicle weight reduction and improve the overall vehicle range, but also reduces the impact of collisions on the battery pack, increases the collision safety of the battery pack, and helps to improve the overall vehicle safety quality, thus having great practicality.

[0130] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A battery pack mounting structure, characterized in that: It includes a front subframe (4) located under the front engine compartment at the front of the vehicle, a rear subframe (5) located under the rear floor at the rear of the vehicle, and two connecting beams (1) located on the left and right sides respectively. The front subframe (4) has a front subframe rear crossbeam (404), and the rear subframe (5) has rear subframe longitudinal beams (501) on the left and right sides respectively. The front ends of the connecting beams (1) on both sides are connected to the left and right ends of the front subframe rear crossbeam (404) respectively, and the rear ends of the connecting beams (1) on both sides are connected to the front ends of the rear subframe longitudinal beams (501) on both sides respectively. A front crossbeam (504) is provided between the connection positions of the connecting beams (1) on both sides and the rear subframe longitudinal beams (501). The front subframe rear crossbeam (404), the front crossbeam (504), and the connecting beams (1) on both sides are connected to form an annular frame. The annular frame forms a battery pack installation space to accommodate the battery pack (2). Battery pack installation points are provided on the front subframe rear crossbeam (404), the front crossbeam (504), and the connecting beams (1) on both sides. The battery pack (2) is provided with connecting brackets (201) on the left and right sides respectively. The connecting brackets (201) on each side are connected to the lower part of the connecting beam (1) on the same side through connecting parts. The connecting parts are composed of a first connecting part (200) and a second connecting part (400). The first connecting part (200) connects the battery pack (2) and the connecting beam (1) together. The second connecting part (400) is connected to the battery pack mounting structure in the sill beam (3) to connect the battery pack (2), the connecting beam (1) and the sill beam (3) together. The second connector (400) that connects the battery pack (2), the connecting beam (1) and the sill beam (3) is distributed at the four front and rear corners of the battery pack (2), and the first connector (200) that connects the battery pack (2) and the connecting beam (1) is arranged in multiple spaced-out positions.

2. The battery pack mounting structure according to claim 1, characterized in that: The battery pack mounting points include pre-embedded nuts located in the rear crossbeam (404) of the front subframe, the front crossbeam (504), and each of the connecting beams (1); or, The battery pack mounting point includes threaded sleeves located in the rear crossbeam (404) of the front subframe, the front crossbeam (504), and each of the connecting beams (1). The top of some of the threaded sleeves in the connecting beams (1) on both sides extends out of the connecting beam (1) and is arranged correspondingly to the battery pack mounting structure on the sill beam (3) in the vehicle body.

3. The battery pack mounting structure according to claim 1, characterized in that: The front subframe (4) has front subframe longitudinal beams (401) on the left and right sides respectively. In the left-right direction of the whole vehicle, the connecting beams (1) on each side are located on the side of the front subframe longitudinal beam (401) and the rear subframe longitudinal beam (501) close to the outside of the vehicle.

4. The battery pack mounting structure according to claim 3, characterized in that: The front subframe rear crossbeam (404) has a crossbeam body (404a), and both the left and right ends of the crossbeam body (404a) are connected to an extension section (404b). The extended section (404b) extends outward along the left-right direction of the vehicle, and the longitudinal beams (401) of the front subframe on both sides are connected to the main body of the crossbeam (404a). The front end of the connecting beam (1) on each side is connected to the extended section (404b) on the same side.

5. The battery pack mounting structure according to claim 3, characterized in that: Each side of the connecting beam (1) has an inclined connecting section (1a) at its rear end. Each side of the connecting beam (1) is connected to the front end of the rear subframe longitudinal beam (501) on the same side through the connecting section (1a). The distance between the connecting sections (1a) on both sides gradually decreases from front to back in the front-rear direction of the whole vehicle.

6. The battery pack mounting structure according to claim 1, characterized in that: The connection position between the connecting beam (1) on each side and the longitudinal beam (501) of the rear subframe is provided with a rear subframe mounting point (5a) for connecting the rear subframe (5) to the vehicle body.

7. The battery pack mounting structure according to claim 1, characterized in that: The connecting beams (1) on both sides are integrally formed; and / or, The length of the connecting beams (1) on both sides is adjustable along the front and rear direction of the vehicle, and the connecting beams (1) on both sides are respectively provided with a fixing structure, which is used to fix the length of the connecting beams (1) after adjustment.

8. The battery pack mounting structure according to claim 1, characterized in that: In the left-right direction of the vehicle, each side of the connecting beam (1) is connected to a side step mounting plate (6) on the side facing outward. The side step mounting plate (6) extends along the front-rear direction of the vehicle and has a side step mounting surface (6a) on the top of the side step mounting plate (6).

9. The battery pack mounting structure according to any one of claims 1 to 8, characterized in that: The front subframe (4) integrates a front shock absorber tower (7), and / or the rear subframe (5) integrates a rear shock absorber tower (8).

10. A vehicle, characterized in that: The vehicle is provided with a battery pack mounting structure as described in any one of claims 1 to 9.

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